Train-control system



Oct. 28 1924.

A. G. SHAVER ET AL TRAIN CONTROL SYSTEM Filed Nov. 8, 1923 2 Sheets-Shae. 1

' I ZgTOR .1 FM ch) .TuglRATroRu s Oct.

'A. s. SHAVER ET AL TRAIN cou'rnon svs'rzu Filed NOV. 6, 1923 2 Sheets-Shea! 2 J I I NTOR g deylub THEIR ATTORNEYS Patented Oct. 28, 1924.

UNITED STATES ARCHIBALD G. SHAVER AND BENJAMIN W.

PATENT OFFICE.

MEISEL, OF CHICAGO, ILLINOIS, AS-

SIGNORS TO THE REGAN SAFETY DEVICES COMPANY, INC., 0 NEW YORK, N. Y., A

CORPORATION OF NEW YORK.

TRAIN-CONTROL SYSTEM.

Application filed November 6, 1923. ScriaLNc. 673,087.

To all whom it may concern:

Be it known that we, ARCHIBALD G. SHAVER and BENJAMIN IV. MEIsEL, citizens of the United States, and residents of Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Train-Control Systems (Case A), of which the following is a specification.

This invention relates to a train control system and more particularly to a system for controlling the movement of trains automatically by roadside mechanism and manually by the engineman on the train, and has special reference to the provision of a system in which automatic control is so combined with manual control as toassure ab solute safety while permitting proper dispatch in the movement of trains.

One of the principal objects of our present invention comprehen'ds the provision of a train control system in which train carried mechanism for governing the operation of the train is automatically controlled by roadside mechanism operable in accordance with roadside conditions in such a manner that the running operation of the train under unsafe traffic conditions is made depend ent upon such traffic conditions only so as to provide absolute safety in train operation, and in which the cooperative control by the engineman is necessitated to supplement the automatic control for producing eflicient and expeditious train movement.

In the production of an efficient train control system one of the factors of paramount importance is that of providing for the element of absolute safety of train movement under unsafe trafiic conditions. To accomplish this it is requisite that the roadside urchanism reflecting the conditions on the roadside should assume unchallenged pre-' dominance in controlling the behaviour of the train under hazardous conditions, and that any condition of control impressed or imposedon an, unsafely moving vehicle by the roadside 'mechanism should be beyond human interference. Another desideratum of infinite importance, however, is that of providing a system in wnich the engineman is restrained from shifting or casting the full burden of control upon the automatic train control mechanism, substitution of the automatic mechanism alone for the engineman being highly undesirable in practice.

The ideal mode of controlling the movement of trains is that in which the engineman is compelled .to be alert, 'or is deterred or restrained from being remiss in his duties so that proper handling of the train is enforced and in which the engineman is supplanted by the automatic control mechanism only upon his failure to properly discharge his duties, and in which when so supplanted the automatic control is the dominant factor until safe running conditions of the train is resumed and the engineman again assumes control. hen the engineman and the automatic train control mechanism are made to cooperate in this manner, the one acting as a check upon the other, absolute safety and proper dispatch in the running of trains is assured.

By our present invention to accomplish this object we provide a train control system in which full control of the train is left in the hands of the engineman so long as he is properly performing his duties in obedi once to and in conformity. with the indications of the roadside signalling apparatus, in which the control of the train is automatically taken from the engineman who is incapacitated or remiss in the performance of his duties and the train is automatically operated in accordance with roadside conditions, and in which the engineman is compolled to be alert and operate his train in accordance with an unsafe roadside signal indication and to acknowledge such indication to prevent an undesirable automatic operation, and if remiss in preventing the autoi'natic operation the engineman is thereafter compelled to be alert and to again take charge of the operation of the train in order to avoid an undesirable condition of train control, the system thus combining the factor of absolute safety by making train operation dependent upon the automatic dictation of the roadside mechanism under hazardous conditions with the factor of proper train dispatching by making the efiicient movement of the train dependent upon the activity and alertness of the engineman.

Another principal object of the present invention relates to the provision of a train control system in which the movement of the vehicle is controlled within the limits of two or three permissive speeds including a maximum speed beyond which the vehicle cannot run, a medium. speed at or below which the vehicle must approach points of danger and run in localities where a greater speed would be unsafe, and a low speed above which the vehicle cannot run in danger localities, as in blocks occupied by other trains. In accomplishing this object of the invention, the design and construction of the system is such that if a speed greater than the permissive maximum speed is attempted, the train is automatically controlled to cause a retardation of the speed of the vehicle to or below the permissive maximum; the system operating further so that if a speed greater than the medium permissive speed is attempted when roadside conditions require the movement of the vehicle at or below the medium speed, the train. is automatically controlled to bring the same to a halt, the alertness of the engineman permitting, however, the placing of the train under the control of the medium permissive speed; and if a speed greater than the low permissive speed is attempted when the roadside conditions require a low speed restriction on the train, the train is automatically controlled to bring the same to a halt unless the engineman again modifies the automatic operation to place the train under the control of the low permissive speed.

To the accomplishment of the foregoing and such other objects as may hereinafter appear, our invention consists in the elements and their relation one to the other, as hereinafter particularly described and sought to be defined in the claims, reference being had to the accompanying drawing showing the preferred en'ibodiment of our invention, and inv which Fig. 1 is a diagrammatic view showing the vehicle carried apparatus and circuits and part of the roadside apparatus cooperating therewith, and

Fig. 2 is a diagrammatic view of a modification thereof.

In the train control system of our present invention, for directly controlling the move ment of the train there is provided an electrically operated devire for controlling the operation of the air brake system. the said device being under the control of cooperating train and roadside mechanism, and be ing operated thereby in accordance with roadside conditions. The electrically operated device comprises in the preferred construction an electromagnet 10 which controls the operation of a coniibined reservoir and brake valve of the type disclosed in the patent to A. G. Shaver No. 1,411,526 of A pril 4;, 1922 and in the copending application of Allen B. Kendall Serial No.

creme of Feb. 7, 1921, the said reservoir and brake valve finictioning upon the deenergization of the electromagnet 10 for cutting off the supply of air from the main reservoir of the air brake system to the enginemans brake valve and for opening the train pipe to exhaust, the electromagnet 10 being normally energized to hold open the communication between the main reservoir and the enginemans brake valve and to close the train pipe to exhaust.

For normally controlling the operation of the electromagnet 10, there is provided a train carried circuit which is normally onergized as under clear roadside conditions by a train carried source of energy such as the battery 11, the said circuit including the resistance connected to the positive terminal of the battery, conductors 12 and 13, the movable make and break indicating means 141 which is operable in response to roadside conditions as will be detailed hereinafter to assume any one of the three positions a, I) and 0, the full-line inclined position a corresponding to the normal or clear position, the inclined dotted position Z) corre sponding to one of the non-clear positions such as the caution position, and the vertical dotted line position 0 corresponding to another non-clear such as the danger position, the said circuit further including the conductor 15, the electromagnet 10, conductor 1.6 and conductor 17 connected to the negative terminal of the battery 11. Under normal or clear conditions with the indicating means 14 in the position a, the brake controlling magnet is energized to permit the vehicle to proceed.

To place the train under the control of a maximum permissive speed, the electromagnet 10 instead of being controlled under clear conditions by the circuit traced above, may be controlled by an alternative circuit which is placed under the control of a speed circuit controller 18 which is. operated in accordance with the speed of movement of the train. This alternative circuit is shown in Fig. 2 of the drawings and is the same as that above described, with the exception that the conductor 13 is replaced by the conductor 19, the common contact 20, the contact 21 and the conductor 22, so that the electromagnet 10 in addition to bein under the control. of the make and break indicating means 141 is also under the control of the speed controlled contact mechanism 18 at the contact 21. It will be apparent that with this construction when the speed of the train exceeds a predetermined maximum limit the maximum speed control circuit will be opened at the contact 21 and the electromagnet l0 deenergized, and that when the speed of the train is thereafter reduced to the maximum permissive speed, the magnet 10 is automatically reenergized to permit the train to proceed.

The brake controlling magnet in the operation of our system is operated in response to and in accordance with roadside or traffic conditions, and to this end there is provided cooperating train and roadside mechanism which functions to cause the make and break indicating means Ll and a make and break indicating means 1 2 to be operated selectively to the positions a, a; Z), 6; and 0, 0; position a, a being as already indicated the clear indicating position; position Z), 5' the caution indicating position; and position 0, c the danger indicating position.

The train and roadside mechanism for controlling the action of the indicating means includes the provision of a roadside energy transmitting means which in the present form of our invention comprises a plurality of ramp rails spaced along the roadside, a rail such as indicated at 23 being provided for each section or block or" the track, the said ramp rail comprising means for transmitting energy to a train carried shoe mechanism 24: under sate roadside conditions, such energy being transmitted to a translating device such as the indication selector 1, the action of which directly controls the operation of the make and break indicating means 14:, 14.

The indication selector I preferably comprises a unit such as is disclosed in the co pending application of Theodore Bodde, Ser. No. 63d,059, filed April 23, 1923, the indication selector comprising a stator 25 and a rotor 26 movable into any one of three positions, the normal position 0?, the caution position b and the danger position 0 corresponding to the positions a, 7) and 0 simultaneously assumed by the make and break means 14-, the position a being produced by energizing the stator magnet 25 with a current of a given polarity, the position 6 being assumed by energizing the magnet 25 with a current of a reverse polarity, and the position 0 being assumed when the magnet 25 is unenergized. The indication selector further includes a locking device 27 controlled by an electromagnet 28 and operative for engaging a notch 29 in the rotor 26 to lock the same in the neutral or danger position.

The electromagnets 25 and 28 are arranged in series and are connected in a partial circuit to the shoe 24 and to the frame of the vehicle represented by the ground connection 30 by means of the conductors 31 and 32, the construction being such that when the shoe 24 rides the ramp 23 the said partial circuit will cooperate with a roadside partial circuit (not shown) connected to the ramp 23 and to the rails as is disclosed for example in the application of A. G. Shaver, Ser. No. 292,548. filed May 25, 1919, the cooperation being such that under normal or clear roadside conditions the ramp 23 will be energized by current of a given polarity to correspondingiy energize the magnet 25 and under a nonclear such as a caution roadside condition, the ramp 23 will be energized by current ct an opposite polarity to correspondingly energize the magnet 25 and under danger roadside condition the ramp 23 will be deenergized so that the magnet is unenergized when the shoe rides the ramp.

For holding or mantaining the rotor 26 of the indication selector and the make and break means 14- and I l in the positions to which these parts are actuated when the shoe moves over the ramp, the indication selector includes a holding circuit which is broken when the shoe moves over the ramp to permit freedom of action of the moving parts in response to energization of the magnet 25 and which is closed when the shoe disengages the ramp, the said holding circuit comprising an electromagnet 33 having pole pieces 34- and 35 selectively operable ior cooperatin with the armature 36 of the rotor 26 to hold the same in either the positions (0 or 5 the holding circuit further including conductor 87, the contact elements and 39 normally bridged by the conducting piece 40 movable with the shoe 2 L, conductor ll, conductor 12, resistance 1", battery 11, conductors 1'', 4:2 and 43, contact elements i l and l5 normally bridged by the conducting piece 436 also lined to and movable with the shoe 2aand conductor l7. This circuit is normally closed as traced and when the shoe engages the ramp is broken at the contacts 39 and 14 to etl'ect the deenergization of the holding magnet 33 and permit the i "zClOIH o'l' motion and operation of the rotor by the action of the magnet 25. Then the shoe leaves the ramp this circuit is again closed at the contacts for reenergizing the holding magnet 83 to hold the armature 36 in the position to which it has been operated by the selective energization of the magnet 25.

As heretofore mentioned, in accordance with our present invention it is desired to operate trains by acombined automatic and manual control, the train being automatically cont-rolled by roadside mechanism in accordance with roadside or traflic conditions, the automatic control being supplemented by a manual control to prevent or modify the automatic operation it the engineman is alert and is acting in obedience to the indications of the roadside signalling system. To compel alertness-it is contemplated by the present invention to produce an automatic operation to bring the vehicle to a halt or stop whenever an unsafe such as a caution or danger indication is received by the vehicle mechanism, this automatic stop being produced irrespective of the speed of the vel'iicle when passing an indication ramp, the stop condition, however, being 5 preventable or modifiable by the engineman either before or utter an indication ramp is p; ssed it the speed of the vehicle has been reduced to or is runi'iing at a permissive controller 18, the make and break indicating 20 niicans lat, 14; and a contact mechanism 48,

the circuit comprising battery 11, resistance a", conductors 12 and 19, contact 20, controller 18, medium speed control contact a9, conductor 50, ma e and break means 14 in either the ole. position or the caution position Z), conductor 51 it the means 14 is in clear position, or conductor 52 it the said means is in the caution position, conductors 53, 54L and h, normally open contact mechanism 48, conductor 56, magnet 57, conductors a8 and 17. This circuit is normally open at the contact 48 and it will be apparent that if the speed of the vehicle is at or below the medium speed for closing the contact 4i) irrespective oft whether the train mechanism is running under clear conditions or has chant ed to a caution condition, the closing or the contact lS will close this normally open circuit and the circuit will be maintained closed by the continued energization of the magnet 57, the said magnot in association with the contact i8 com-- prising a stick relay.

This medium speed control circuit controls the electromagne-t 10 so that if the circuit is closed and the indication selector has received a caution indication, the normal operation of the magnet 10 will persist, thus preventing or modifying an automatic control thereof, and in the construction shown in Fig. i this is accomplished by placing the electromagnet 10 and the indicating means 1%- in caution position in parallel with the stick relay magnet 57 by means of the parallel circuit comprising the conductor 59, make and break means 14: in position Z), conductor 15, electromagnet 10, and conductor 16. lVith this circuit arrangement it will be seen that:

a. It the speed of the vehicle is at or below the medium permissive speed and the contact 4C8 has been operated by the engine man to circuit closing position, when the shoe 2% rides the ramp 23 operating the make and break means 14 and 14: to the caution position, the magnet 10 will remain energised and the automatic operation wii be inhibited and "o, It the shoe 24 irrespective of the speed ot the vehicle moves over a caution ramp 23 and the indicating means 14, 14: is moved to caution position L, Y), the electromagnet 10 will be deenergized to bring the vehicle to a halt and after such deenergization the magnet 10 may be reenergized by manually operating the contact 48 to circuit clo ing position provided that the speed of train or has been reduced to the me n. pcrmisr ve speed for closing the contact i9.

For producing the desired automatic manual operation when a vehicle running clear is approaching or enters a danger block and more specifically when the indicating means i l, 14% is moved from the clear to the danger position, we provide a low permissive speed circuit for controlling the electromagnetlt), this circuit comprising the battery 11, resistance 7, condoctors and 19, common contact 20, controller 18, low speed contact 60, conductor Cl, conductor 62, conductor 55, normally 0' an contact 48, conductor 56, stick relay 57 and conductors 58 and 17. Vith this low pcrniissim speed control circuit it will be seen that when the speed of the train is at or below the low permissive speed either before or after the shoe 2 L rides the ramp, the closing oi the contact 48 will close the circuit and maintain the same closed.

The low speed control circuit controls the operation. of the clectromagnet 10 by means of a branch circuit arranged in parallel with tl e stick relay 57 and including the make and break means 14 in the danger position. (1, the said parallel circuit comprising conductor 59, make and break indicating means let in position 0, conductor 15, electronia 'net 10, and conductor 16. With this circuit arrangement, it will be manifest that in operation:

a. If the speed of the vehicle is at or below the low permissive speed and thecontact tS has been operated by the engineman to circuit closing position, when the shoe 24- rides the ramp 23 operating the make and break means 1% to the danger position, the magnet 1O will remain energized by the low speed control and branch circuits and the automatic operation will be inhibited.

I). If the shoe 24; irrespective of the speed of the vehicle moves over a danger ramp 23 and the indicating means 14, 14 is moved to danger position 0, 0, all the circuits to the electromagnet 10 will be opened and the electromagnet will be deenergized to bring the vehicle to a halt, but after such deoncrgization the magnet 10 may be reenergized by manually operating the contact 48 to close the low speed control circuit provided that tie speed or the train at or has been reduced to the low permissive or closing the contact 60,

spee i rran enrcnt it will. he also seen that when a venicle is running under a caution restriction, the contact mechanism lS havin previously been closed to make the medium speed control circuit effective, and a danger indication is thereafter received moving the maize means 1%, 1a from positions Z), i) to c, c, it will be unnecessary for the engineman to again operate the contact mechanism 48, the medium speed control circuit being replaced by the low speed control circuit as the indicating means moves from position b to 0, the stick relay 57 being made slow releasing for this purpose.

For manually operating the contact mechanism l8, we preferably provide a circuit controlling means of the type disclosed in the application of Archibald Shave-1" Ser. No. 68 91 053 of April 23, 1923, the said circuit controlling means generally comprising a stem part 63 co acting with the contact mechanism 48 and a, push button. part ('S-i manually manipulable by the enginemai'i, and connected to the stern part by means f a mechanism which comprises a fluid transmission means formed by providing a piston at the lower end of the. stem part 63 loosely fitting the interior Wall of a cylindrical vessel forming the upper part of the pi button 64, the said vessel containing a suitable fluid. lVith this construction when the push button is operated to an ascended position the fluid will act against the piston to transmit the operation of the stem to an ascended position and to actuate the contact mechanism 48 to circuitclosing position, and that after such an operation has taller: place the stem under the influence of gravity or the like will return, to descended position independently of the return of tire push button device, the fluid gradually v through the clearance between the piston and the cylindrical. vessel, the operat ing such that the contactn'iechanism v iiuated by a mechanical impulse to assume its upper position only inoinentaril" and sei 1 tree to move to descended position in event that the medium or low sp c l control circuit is not in a con lition to be euer d The condition automatically imposed oy the train and roadside mechanism is therefore maintained and cannot cancellel by a premature operation of the man al push button 6%. Moreover with this construction of: the manual circuit controlling u'ieans the push button cannot be held by the engineman in its ascended position so as to thwart or negative the operation of the automatic control inecluinisin, the integrity of the control of the electronnignet by means of the means which may comprise a lamp 65' connected to the conductor 42 by means ot a conductor and to a back contact 6'? hy means of a conductor 68. lVith this circuit construction it will be seen that:

li hcn the train has received a caution indication the lam will be illu1ni-- nated only when the speed of the train has been reduced to the medium permissive speed by means of the circuit comprising battery ll, resistance 9, conductors l9 and 19, contact 26, contact 49, conductor 50, contact 1.41: in position Z2, conductors 52, 53, 54. and contact mechanism 48, back contact 67, conductor 68, lamp 65 and conductors 4L2 and 17, and that:

Z). When the train has received a danger indication the lamp 55 will be illuminated only when the low permissive speed of the train has been reached by means of the following circuit: battery 11, resistance 1', conductors l2 and 19, contact 20, contact (30, conductors 61, 62, and 55, contact 48, back contact 67, conductor $8, lamp 65, and conductors 66, 4-2 and 17.

Since the low speed control circuit of the system above described is not under the automatic control of the roadside mechanism, it may times be: desirable to enforce an acknowledgement by the engineman upon passing into a danger zone o'vfill though the speed or" the t1 1 has been red ced to or below the low per sive speed, and to this end the system ma} include meal s iior making the low speed control circuit manual and automatic instead of manual. To accomplish the desired result the low speed control circuit. is taken through a contact means which is opened and closed by ascending and descending movement of the shoe, the said circuit including a means substituted for the conductor 62 shown in dotted lines, the said means comprising the conductor 69, conductor 70, stationary contact 71, conducting piece 72 connected to and movable with the shoe 24;, contact 7 3, and conductor 54. With this substituted branch connection for the low speed control circuit, it will be seen that when the shoe rides the ramp the circuit will be opened at the contacts i1 and 73 so that the stick relay will be deenergized it the engineman does not intervene and will cause a deenergization of the magnet 10 even though the train is moving below the low permissive speed whether passing from a caution to a danger block or fromv one danger block to another. If, however, the danger in dication is acknowledged by the engine man by the operation of a low speed release key 7 5 normally openand closed. into engagement with contact 76, the prior state of operation of the magnet 10 may be main tained since the low speed release key and contact are arranged in parallel with. the shoe contacts 71 and 73. If, however, the key is not closed when the shoe rides the ramp, the low speed control circuit will be automatically opened to bring the vehicle to a halt, this automatic operation being, however, modifiable by the o eration of the push key 64 when the speed of the train is at or assumes the low permissive speed limit.

Referring now to Fig. 2 of the drawings, we show a modification of our system in which the control of the brake controlling magnet 10 by means of the medium and low speed control circuits modified, the re mainder of the system being however similar with the exception. of the provision oi the maximum. speed control heretofore referred to, the similar parts being designated by similar reference characters.

In the system shown in Fig. 2 instead of controlling the electromagnet 10 by arranging the same in parallel with the stick relay 57 in the medium and low speed control circuits, we provide a second contact 80 connected to the push key stem 63 which is normally open at the contact 81 but which is closed upon actuation of the key 64 and held closed when the medium or low speed control circuit is maintained closed under proper speed conditions, the magnet 10 being then energized from the battery 11 through the circuit comprising resistance r, conductors 12 and ll, contact 39, the conductor 82, contact 81 closed, coutac ml, col tor 'l'f'i, magnet 10, and oinluctors l5 and 17.

Vhile we have shown our invention in the preferred forms, it will be tppill'txlll thi t. numerous changes and modifications may be made in the structure disclosed without departing from. the spirit of the invention, defined in the following claims.

We claim:

1. In a manual-automatic speed control system for vehicles, vehicle carried mechanism comprising a device for controlling the movement of the vehicle, an indicating means operable in response to roadside conditions for producing a clear or nonclear indication, means under the control of said indicating means in clear indi' position for producing a normal operation of the said device, additional means under the control of the speed of the vehicle and of said indicating means in clear or nonclear indicating position for controlling the operation of the said device so that when the indicating means is operated from its clear to its non'clear position or is in the clear or non-clear position and the speed of the vehicle is at or below a permissive speed, the said device may be operated by intervention oi? the engineman to maintain its normal operation upon a change of the indicating means to the nonclear position but without such intervention and with the change ol the indicating means to the non-clear position the device will be automatically operated to re duce the speed of the vehicle, such automatic operation persisting regardless of the subseq uent decrease of speed of the vehicle below the permissive speed, and manual means un der the control of the engineman for operating the said additional means to restore the normal operation of the device when the speed of the vehicle has been reduced to or below the said permissive speed so as to permit vehicle movement at or below such speed.

2. In a manual-automatic speed control system for vehicles, vehicle carried mechanism comprising a device for controlling the movement of the vehicle, an indicating means operable in response to roadside conditions for producing a clear or non-clear indication, means under the control of said in dicating means in clear indicating position for producing a normal operation of the said device, additional means under the control of the speed of the train and of said indicating means in non-clear indicating position for controlling the operation of the said device so that when the indicating means is changed from its clear to its nonclear position and the speed of the vehicle is at or below a permissive speed, the said device may be operated by intervention of the engineman to maintain its normal operation but without such intervention and with the change of the indicating means to the non-clear position the device will be automatically operated to reduce the speed of the vehicle, such automatic operation persisting regardless of the subsequent decrease of speed of the vehicle below the permissive speed, and manual means under the control of the engineman for operating the said additional means to restore the normal operation of the device when the speed of the vehicle has been reduced to or below the said permissive speed so as to permit vehicle movement at or below such speed.

3. In a manual-automatic speed control system for vehicles, vehicle carried mechanism comprising an electrically ooerated device, a make and break indicating means operable into a clear or non-clear position, a speed controlled contact mechanism, a normally operative circuit for the device controlled by the indicating means in clear position, a second and normally inoperative circuit for the device controlled by the contact mechanism and the make and break indicating means in the non-clear position, the said second -ircuit being operable so that when the i i :atin g means is operated from its clear to its non-clear position and the speed of the vehicle reduced from a speed above to a speed at or below a permissive speed, the circuit is in a condition to be operated by intervention of the engineman to maintain the normal o ration of said device but witlmut such i11L-Elvention will remain inoperaitve so that the change of the indicating means to the nonclear position will automatically operate the device to reduce the speed of the vel such operation persisting regardless subsequent decrease of speed of the below the said permissive speed and manual means for operating the said second circuit when the speed of ti e vehicle has been duced to or below the said permissive speed so as to permit vehicle movement at or be low such speed.

4. In a manuahautomatic speed control system for vehicles, vehicle carried mecha nism comprising an electrically operated device, a make and break indicating means operable into a clear or non-clear position, a speed controlled contact mechanism, a normally operative circuit for the device controlled by the indicating means in clear position, a second and normally inoperative circuit for the device controlled by the con tact mechanism and the make and break indicating means in clear or in non-clear position, the said sceond circuit being operable so that when the indicating means is operated from its clear to its non-clear position or is in the clear or non-clear position and the speed of the vehicle is re duced from a speed above to a speed at or below a permissive speed, the circuit is in a condition to be operated by intervention of the engineman to maintain the normal operation of the said device upon a change of the indicating means to the non-clear position but without such intervention will remain inoperative so that the change of the indicating means to the non-clear position will automatically operate the device to reduce the speed of the vehicle, such automatic operation persisting regardless of the subsequent decrease of speed of the vehicle below the said permissive speed and manual eans under control of the engineman for operating the said second circuit when the speed of the vehicle has been reduced to or below the said permissive speed so as to permit vehicle movement at or below such speed.

5. In a manual-automatic speed control system for vehicles, vehicle carried mechanism comprising an electrically operated device, a make and break indicating means operable into a clear or nonclear position, a speed controlled Contact mechanism,

a normally closed circuit for energizii'ig the device controlled by the indicat p 'ition a second and open circuit for the device conti cont. '1; mechanism and the rea indicat means in the non r the said second circuit being one that wh n the indicating means is from its clear to its non-cl tion and the speed of the vehicle 3 l from a speed hbove to a speed at or below a permissive speed, the circuit is in a condition to be closed by intervention oi": the en- 'ineman to maintain the normal one tion of said device but without such c vention will remain open so that the change of the indicating means to the nonclear position will automatically deenern'ize the device, such deenergization persisting regardless ot the subsequent decrease of speed of the vehicle below the said permissi 0 speed and manual means tor closing the said second circuit effective when the speed of the vehicle has been reduced to or below the said permissive speed so as to again energize the device to permit vehicle movement at or below such speed.

6. A manual-automatic speed control svs tem for vehicles, comprising vehicle carried mechanism including an elecn-ically operated device, a make and break indicating; means operable into a clear or nonclear position, a speed controlled contact mechanism, a normally operative circuit for the device controlled by the indicating; means in clear position, a second. and normally inoperative circuit for the device controlled by the contact mechanism and the make and break indicating" means in the non-clear position, the said second. circuit being operable so that when the indicating; means is operated "from its clear to its non-clear position and the speed oi. the vehicle is reduced from speed above to a speed at or below a permissive speed, the circuit is in a condition to be operated by intervention of the engineman to maintain the normal operation of said device butwithout such intervention will remain inoperative so that the change of the indicating means to the non-clear position will automatically operate the device to reduce the speed of the vehicle, such operation nersisting regardless of the subsequent decrease of speed of the vehicle below the said permissive speed, manual. means for operating the said second circuit when the speed of the vehicle has been reduced to or below the said permissive speed so as to permit vehicle movement at or below such speed. and intermittently effective roadside mechanism for operating the indicating means to its clear or nonclear positions.

7. A manual-automatic speed control system for vehicles, comprising vehicle iarried mechanism including an electrically operated. device, a make and break indicating means operable into a clear or now clear position, a speed controlled contact mechanism, a normally operative circuit for the device controlled by the indicating means in clear position, a second and normally inoperative circuit for the device controlled by the contact mechanism and the make and break indicating means in clear or in non-clear position, the said second circuit being operable so that when the indicating means is operated from its clear to its non-clear position or is in the clear or non-clear position and the speed of the vehicle is reduced from a speed above to a speed at or below a permissive speed, the circuit is in a condition to be operated by intervention of the engineinan to maintain the normal operation of said device upon a change of the indicating means to nonfclear position but without such intervention will remain inoperative so that the change of the indicating means to the non-clear position will automatically operate the device to reduce the speed of the vehicle, such automatic operation persisting regardless of the subsequent decrease of speed of the vehicle below the said permissive speed, manual means under control of the enginemen for operating the said second circuit when the speed of the vehicle has been reduced to or below the said permissive speed so as to permit vehicle movement at or below such speed, and roadside mechanism intermittently effective for operating the indicating means to its clear or nonclear positions. a

8. In a manual-automatic speed control system for vehicles, vehicle carried mechanism comprising an electricallyioperated device, a make and break indicating means operable into a clear or non-clear po sition, a contact mechanism, a speed controlled contact mechanism, a normally operative circuit connecting the device and the make and break indicating means in clear position, a second and normally in operative circuit for controlling the device and connecting the contact mechanism, the speed controlled contact mechanism and the make and break indicating means operable so that when. the indicating means is operated to its non-clear position and the speed of the vehicle is reduced from. a speed above to a speed at or below a permissive speed the said device may be operated by intervention of the engineman to maintain its normal operation but without such intervention and with a change of the indicating means to the non-clear position, the device will be automatically operated to an abnormal condition and such auto matic operation will persist regardless of the subsequent decrease of the speed of the vehicle below the permissive speed, and manual means under the control] of the engineman for operating the said contact mechanism. when the speed of the vehicle has been reduced to or below the permissive speed to render the said second circuit operative for restoring the normal operation of the device.

9. In a manual-automatic speed control system for vehicles, vehicle carried mechanism comprising an electrically operated device, a make and break indicating means operable into a clear or non-clear position, a contact mechanism, a speed controlled contact mechanism, a normally operative circuit connecting the device and the make and break indicating means in clear position, a second and normally inoperative circuit for controlling the device and connecting the contact mechanism, the speed controlled contact mechanism and the make and break indicating means in either clear or non-clear position operable so that when the indicating means is operated to its non-clear position or in the clear position and the speed of the vehicle is reduced from a speed above to a speed at or below a permissive speed the said second circuit may be operated by intervention of the engineman to maintain the normal operation of the device when the indicating means is changed to the non clear position but without such intervention and with the change of the indicating means to the non-clear position, the device will be automatically operated to an abnormal condition and such automatic operation will persist regardless of the subsequent decrease of the speed of the vehicle below the permissive speed, and manual means under the control of the engineman for operating the said contact mechanism when the speed of the vehicle has been reduced to or below the permissive speed to render the said second circuit ope 'ative for restoring the normal operation of the device.

10. In a manual-automatic speed control system for vehicles, vehicle carried mech anism comprising a device for controlling the movement of the vehicle, an indicating means operable in response to roadside conditions for producing a clear or nonclear indication, means under the control of said indicating means in clear position for producing a normal. operation of the said device, means under the control of the speed of the train and of said indicating means in clear and non-clear position for controlling the operation of the said device so that when the indicating means is operated from its clear to its nonclear position or is in the clear or nonclear position and the speed of the vehicle is at or below a permissive speed, the said device may be operated by intervention of the engineman to maintain its normal operation upon a change of the indicating means to the non-clear position but without such intervention and with a change of the indicating means to the non-clear position, will be automatically operated to re-- duce the speed of the vehicle.

11. In a manual-automatic speed control system for vehicles, vehicle carried mechanism comprising an electrically operated device, a make and break indicating means operable into a clear or non-clear position, a stick relay contact mechanism, a speed controlled contact mechanism, a circuit for controlling the device and connecting the stick relay contact mechanism, the speed controlled contact mechanism and the make and break indicating means in clear or non-clear position, the circuit being normally open at the stick contact mechanism and bein operable so that when the vehicle is movmg at or below a permissive speed the said stick contact mechanism may be operated by intervention of the engineman to close the circuit and maintain the same closed for maintaining a normal operation of said device but without such intervention and with a change of the indicating means to the non-clear position the circuit will remain open to produce an abnormal operation of the device.

12. In a manual-automatic speed control system for vehicles, vehicle carried mechanism comprising an electrically operated device, a make and break indicating means operable into a clear or non-clear position, a stick relay contact mechanism, a speed controlled contact mechanism, a circuit for controlling the device and connecting the stick relay contact mechanism, the speed controlled contact mechanism and the make and break indicating means in clear or non-clear position, the circuit being normally open at the stick contact mechanism and being operable so that when the vehicle is moving at or below a permissive speed the said stick contact mechanism may be operated by intervention of the engineman to close the circuit and maintain the same closed for maintaining a normal operation of said device but without such intervention and with a change of the indica t ing means to the non-clear position the circuit will remain open to produce an abnormal operation of the device, and a signalling means for indicating when the said stick contact mechanism is open and the speed controlled contact mechanism is closed.

13. In a manual-automatic speed control system for vehicles, vehicle carried mechanism comprising a device for controlling the movement of the vehicle, an indicating means operable in accordance with roadside conditions for indicating clear, caution and danger conditions, means for operat ing the device to permit movement of the vehicle above a medium permissive speed when the indicating means indicates clear and for automatically operating said device to bring the vehicle to a halt when the in.- dicating means changes from clear to caution or from clear to danger, and means operable by the engineman either before or after the change of indication of the indicating means for preventing or modifying the automatic operation of said device provided that the speed of the vehicle is at or below the medium permissive speed if the indicating means is changed from clear to caution and is at or below a low permissive speed it the indicating means changes from clear to danger.

14. In a manual-automatic speed control system for vehicles, vehicle carried mechanism comprising a device for controlling the movement of the vehicle, an indicating means operable in accordance with roadside conditions for indicating clear, caution and danger conditions, means for operatin the device to permit movement of the ve icle above a medium permissive speed when the indicating means indicates clear and for automatically operating said device to bring the vehicle to a halt when the indicating means changes from clear to cantion or from clear to danger, and means operable by the engineman either before or after the change of indication of the indicating means for preventing or modifying the automatic operation of said device and for placing the said device under the control of the speed of the vehicle provided that the speed of the vehicle it at or below the medium permissive speed it the indicat ing means is changed from clear to cantion and is at or below a low permissive speed if the indicating means changes from clear to danger.

15. In a manual-automatic speed control system for vehicles, vehicle carried mechanism comprising a device for controlling the movement'of the vehicle, an indicating means operable in accordance with the roadside conditions for indicating clear, cau tion and danger conditions, means for operating the device to permit movement of the vehicle above a medium permissive speed when the indicating means indicates clear and for automatically operating said de vice to bring the vehicle to a halt when the indicating means changes from clear to caution or from clear to danger, means operable by the engineman either before or after the change of indication of the indicating means from clear to caution for preventing or modifying the automatic operation of said device for placing the vehicle under the control of the medium permissive speed provided that the speed of the vehicle is at or below the said medium permissive speed and means operable by the enginem'an either before or after the change of indication of the indicating means from clear to danger for preventing or modifying the automatic operation of the device and for placing the same under the control of a low permissive speed provided that the vehicle speed is at or below the low permissive speed.

16. In a manual-automatic speed control system for vehicles, vehicle carried mechanism comprising a device for controlling the movement of the vehicle, an indicating means operable in accordance with roadside conditions for indicating clear, cau tion and danger conditions, means for operating the device to permit movement of the vehicle above a medium permissive speed when the indicating means indicates clear and for automatically operating said device to bring the vehicle to a halt When the indicating means changes from clear to caution or from clear to danger irrespective of the speed of the vehicle, and means operable by the engine man for modifying the automatic operation of said device provided that the speed of the vehicle is at or below the medium permissive speed if the indicating means is changed from clear to caution and is at or below a low permissive speed if the indicating means changes from clear to danger.

17. In a manual-automatic speed control 1 system for vehicles, vehicle carried mechanism comprising a device for controlling the movement of the vehicle, an indicating means operable in accordance with roadside conditions for indicating clear, caution and dange1" conditions, means for operating the device to permit movement of the vehicle above a medium permissive speed when the indicating means indicates clear and for automatically operating said device to bring the vehicle to a halt when the indicating means changes from clear to caution or from clear to danger irrespective of the speed of the vehicle,.and means operable by the engineman'formodifying the automatic operation at said device and for placing the same under the control of the speed of the vehicle provided that the speed of the vehicle is at or below the medium permissive speed if the indi eating means is changed from clear to caution and is at or below a low per missive speed if the indicating means changes from clear to danger.

Signed at city of Chicago, in the county of Cook, and State of Illinois, this th day of October A. D. 192 3, by BENJAMIN W. JMEI'SEL.

BENJAMIN W. MEISEL.

Signed at Chicago in the county of Cook and State of Illinois,this 15th day of October, 1923, by ARcHmALn G. SHAVER.

ARCHIBALD G. SHAVER. 

